Engine exhaust re-burner system

ABSTRACT

As taught herein the present system is used for complete combustion and elimination of all pollutants from any diesel operated engine or the like, respectively. The system is very simple to construct and is adaptable for numerous applications of choice. The main components include a micro-controller for control of the system components and an elongated combustion chamber that is internally partitioned by flow conditions thus forming individual chambers therein. The system is completely self-contained and no additional power source is required other than the actual diesel engine&#39;s power means.

FIELD OF THE INVENTION

This invention relates in general to new and improved devices used forreducing air pollution but more particularly pertains to a system whereby, when installed in-line onto a diesel engine exhaust provides for theelimination and/or complete combustion of harmful emissions generatedthere from. Such emissions including but not limited too, compounds,such as oxides of nitrogen (NOx), hydrocarbons (Cx Hx), carbon monoxide(CO), odors, organic and inorganic particulates (VOC's). The dieselengine exhaust re-burner is of a very simple construction. It isbasically formed from one elongated tube which forms a combustionchamber having internal compartments that are partitioned by flowconditioners, or vanes respectively, therein and which when combinedwith fuel and/or air will generate sufficient heat to then destroypollution exiting from the engine exhaust. The system is extremelyenergy efficient in that all of its fuel is combusted and this in turnproduces the required heat. Furthermore, the combustion chamber systemdoes not require any moving parts or maintenance, respectively.

BACKGROUND OF THE INVENTION

The pollution produced by the exhaust from internal combustion enginesis increasingly of concern. These pollutants include hydrocarbon, carbonmonoxide (CO), nitrogen oxide (NO.sub.x), and particulate emissions. Thetype and amount of emissions depend, among other things, on the type ofengine and fuel system and on operating conditions. For example, dieselengines produce relatively low amounts of CO, but produce significantamounts of particulate matter in the form of soot, that is comprised ofcarbon, ash, that is comprised of inorganics, and polynuclear aromaticand aliphatic hydrocarbons (PAHs), that are condensed about the carbonnuclei of the soot. 1994 U.S. particulate emissions standards requirethat diesel engines emit particulates of no more than 0.1 g/BHP/hr.NO.sub.x emissions are also a significant problem for diesel engines.

Porous ceramic and other filters have been used to capture unwantedparticulate matter in the form of soot, ash, and PAHs condensed aboutthe carbon nuclei of the soot, which are entrained in the emissionstream of diesel engines. The soot is “sticky” and adheres quite readilyto the walls defining the pores of the ceramic and other filters.However, after prolonged filtration, the soot so accumulates in thefilters as to obstruct the pores. An obstructed filter induces a backpressure in the exhaust line which can affect engine operation andreduce the effective throughput of the filters, necessitating thecleaning or replacement of the filters.

Thermal regeneration to remove the accumulated soot from the filters isknown, such as by embedding resistive filaments in the ceramic matrixthat oxidize the accumulated soot when energized. However, because hotspots tend to be formed thereby that cause thermal failures in theceramic, not only is care required to prevent degradation of the filtermatrix in the locale of the hot spots, but also degraded filters must beperiodically monitored to ensure that they comply with the clean airemission standards. Fine ceramic particles can also be eroded and traveldownstream, where they can cause damage to the exhaust system piping orto the engine. Further, the PAHs entrained in the diesel exhaustcondense at and around 200.degree. to 400.degree. C. Filters whichemploy thermal regeneration techniques are generally located at thediesel exhaust manifold close to the engine and typically operate attemperatures well above the boiling point of the PAHs, which makes themgenerally unsuited to unburned PAH emission control or use in arecirculation line. Moreover, thermally regenerated filters are prone tofailure by melting and cracking of the ceramic matrix during thehigh-temperature regeneration periods.

An alternative to thermal regeneration of the soot filters isaerodynamic regeneration using pulses of compressed air flowing throughthe trap in a direction opposite to the exhaust. In the aerodynamicallyregenerated traps, the filter encounters relatively low temperatures, inthe range of 200.degree. C. to 300.degree. C., since these traps can beplaced at any location in the exhaust pipe, even far from the engine.Moreover, the intermittent pulsing of the regeneration compressed airfurther cools the filter. An example of an aerodynamically regeneratedtrap is shown in U.S. Pat. No. 4,875,335, entitled “Apparatus and Methodfor Treating an Exhaust Gas From a Diesel Engine.” In U.S. Pat. No.5,013,340, entitled “Rotating Diesel Particulate Trap”, incorporatedherein by reference, particulates are continuously removed by rotating aparticulate trap such that, while one sector thereof is exposed todiesel exhaust flowing in one direction, another sector thereof isexposed to a counter flowing stream of high-velocity (high-mass) airprovided either by a fan or a compressed air tank.

Early aerodynamically regenerated traps channeled the regeneration airto bag-houses, where the soot was retained in fiber bags. The bags werecleaned or replaced as needed. The traps functioned effectively in thisconfiguration, since the large filtration area of the fiber bags offeredminimal resistance or back-pressure to the flow of the regeneration airthrough the ceramic filter. However, periodically, the bags must becollected and removed, creating a disposal problem. Thus, particulatetrap systems were developed incorporating incinerator sections thatburned the particulates in a separate chamber, away from the ceramicfilter. By burning the particulates away from the ceramic filter, thefilter does not experience elevated temperatures and thermal failuresare avoided.

A known incineration system uses a dead-flow cylinder positioneddirectly below the ceramic filter. A heating element is located at thebottom of the cylinder. If the volume of the dead-flow cylinder issufficiently large, the momentum of the regeneration air is dissipatedin the cylinder and the soot eventually settles on the heater. If thevolume of the dead-flow cylinder is small, however, the effectiveness ofthis system is reduced. The performance of this system is satisfactoryif regeneration is performed off line, i.e., while the engine is stoppedand no exhaust is flowing through the filter. If regeneration occurson-line, the cleaning effectiveness of the filter deteriorates withtime, probably caused by the re-entrainment of soot in theengine-exhaust stream and re-entry into the ceramic filter. Blocking theexit of the incineration chamber with a fibrous filter has not beenfound to improve the system since the filter creates large backpressures this impedes the flow of the regeneration air, and quicklybecomes plugged.

Exhaust gas re-circulation (EGR) is another known pollution controltechnique that has been successfully used to reduce NO.sub.x emissionsin the exhaust stream from a diesel engine. With EGR, a portion of theexhaust is re-circulated back into the engine. The exhaust gas replacesa portion of the combustion air in the engine, resulting in less oxygenavailable to enter into the reactions, and lowers the temperature atwhich combustion occurs. A lower concentration of NO.sub.x emissions inthe exhaust gas stream results.

SUMMARY OF THE INVENTION

It is therefore an object of the present invention to provide an enginepollution re-burner system that overcomes the drawbacks anddisadvantages associated within the known prior art. For example, thepresent invention has been simplified and accomplishes unusual resultsheretofore not achieved. The system itself includes substantially anelongated tube that is internally partitioned forming interconnectedmultiple compartments that are individually partitioned by flowconditioners (vanes) for controlling velocity and swirling of the gases.

Another object of the present invention is to provide an enginepollution re-burner system that requires little or no maintenance, andis extremely efficient and durable.

Still another object of the present invention is to provide an enginepollution re-burner system that can be easily manufactured, is extremelycost effective, very efficient and marketable.

It is a very important object of the present invention to provide anengine pollution re-burner system that eliminates all, or at least avery large percentage, such as 99.99% of all the contaminants associatedwith the engine pollution from diesel engines.

Yet another important object of the present invention is to provide anengine pollution re-burner system wherein all of the typicalpre-existing components, such as the fuel dispensing means, igniters,blowers, etc., that most other pollution systems require are nowcompletely eliminated which is most advantageous and cost effective.

Another object of the present invention is to provide an enginepollution re-burner system that eliminates the need for any particulatetraps to catch and hold particulate matter and other unburnt compoundsto be dealt with at a later time. Additional fuels and/or air mixturesassociated with the prior art are also eliminated, as the present systemis completely self-contained and operational only requiring a powersource, the same power source as the system engine. Unburnt fuel, VOC'sand odors will also be eliminated by the reburner system.

Still another important object of the present invention is to provide anengine pollution re-burner system that is, to a large extent a retrofit,and no modifications to the actual diesel engine are required.

Other objects and advantages will be seen when taken into considerationwith the following specification and drawings, etc.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a diagrammatic representation of a sectional view of apreferred embodiment of the present diesel engine exhaust re-burnersystem.

FIG. 2 is a basic representation of the computer algorithm to controlthe re-burner system.

FIG. 3 is an overview for the preferred embodiment for the flowconditioners.

DETAILED DESCRIPTION OF THE DRAWINGS

Referring now in detail to the drawings wherein like characters refer tolike elements throughout the various views. As depicted in FIG. 1, there-burner system of the present invention includes a systemmicro-controller (1) comprising of a single board computer system ormicro-controller. It is to be noted no additional source of power isrequired for operation, as the micro-controller (1) is automaticallyenergized upon ignition of the diesel engine to which it is inelectrical communication with and upon actuation of the micro-controller(1) the re-burner system is automatically actuated as well.

As further depicted in FIG. 1, (2) represents an electrical lead forelectrical DC communication between a thermo-coupler (22) andmicro-controller (1). Thermo-coupler (22) functions as a temperaturesensor and sends temperature data pertaining to the temperature withinthe re-burner system to the micro-controller (1), respectively. The DCvoltage is to be proportional to the temperature within the re-burnersystem. It is to be noted the temperature within the re-burner system isto be kept as constant as possible as this temperature is critical tothe destruction of the exhaust pollution.

Further illustrated in FIG. 1, (3) represents an electrical lead forelectrical communication between fuel on/off valve (15) andmicro-controller (1). Whereby, voltage from micro-controller (1) willcause fuel on/off valve (15) to remain in its open position duringoperation and when voltage is not applied fuel on/off valve (15) willremain in its closed position. Thus, when fuel on/off valve is in theopen position fuel flows into air atomizing nozzle (30) and is thendispersed within the combustion chamber (27).

Further illustrated in FIG. 1, (4) represents an electrical lead forelectrical communication between system igniter (19) andmicro-controller (1). Whereby, voltage from micro-controller (1) uponinitial startup or restart activates the system igniter (19) and whichin turn supplies heat to initiate the combustion process.

Further depicted in FIG. 1, (5) represents an electrical lead forelectrical communication between proportional air valve (13) andmicro-controller (1). Thus, upon voltage from micro-controller (1)proportional air valve (13) is activated and in turn will adjust theamount of air and fuel upon startup and operation of the re-burnersystem. It is to be noted the amount of air is determined by the enginespeed and temperature within the combustion chamber (27). Thus, air fromproportional air valve (13) controls the amount of fuel dispersed intothe combustion chamber (27) by atomization of fuel dispersed by theair-atomizing fuel nozzle (30).

With further reference to FIG. 1, (6) represents an electrical lead forelectrical communication between air on/off valve (11) andmicro-controller (1). Whereby, voltage from micro-controller (1) willcause air on/off valve (11) to remain in its open position duringoperation and when voltage is not applied air on/off valve (11) willremain in its closed position. Whereby, air on/off valve (11) controlsthe high-pressure air that is to be regulated and distributed intocombustion chamber (27).

Still further depicted in FIG. 1, (7) represents an electrical lead forelectrical communication between the air blower (14) andmicro-controller (1). Whereby, voltage from micro-controller (1) willcause activation of the air blower (14) for providing fresh ambientoxygenated air to the combustion chamber (27) in a regulated manner.

As further depicted in FIG. 1, (8) represents an electrical lead forelectrical communication between the flame detector (21) andmicro-controller (1). Whereby, voltage from flame detector (21) tomicro-controller (1) will determine if a flame is present within thecombustion chamber (27). Thereafter, micro-controller (1) calculates theinformation for control of the system fuel igniter (4). Thus, systemfuel igniter (4) is controlled via flame detector (21) andmicro-controller (1) in combination and adjustments are determinedaccording to presence of any flame. It is to be understood that freshambient air is needed to keep the flame detector (21) and air-atomizingnozzle (30) cool, thus reducing any overheating. Further cooling of theflame detector (21) and air-atomizing nozzle (30) is accomplished viaair blower (14). It is to be understood that flame detector (21)functions to ensure that fuel is not continually dispensed into thecombustion chamber (27) if no flame is present or if the system fueligniter (19) is not activated upon initial startup or upon restart.

Further depicted in FIG. 1, (9) represents an electrical lead forelectrical communication between the fuel pump (18) and micro-controller(1). Whereby, voltage from micro-controller (1) to fuel pump (18)regulates fuel supply to constant overflow fuel tank (16) of there-burner system. It is to be understood that constant supply of fuel isrequired for the complete combustion process and the fuel supplied tothe air-atomizing nozzle (30) is to be regulated at a constant andsteady rate. Also, air-atomizing nozzle (30) is so designed as toprovide a fine mist consisting of fuel that is required for ignition andcontinual combustion. As a result, excess fuel that is not used for thecombustion process will be circulated back into the fuel tank via fuelreturn line (28).

Furthermore within FIG. 1, (10) represents an electrical lead forelectrical communication between the engine speed sensor (25) andmicro-controller (1). Whereby, voltage from engine speed sensor (25) tomicro-controller (1) detects engine performance dynamically and incombination adjusts the re-burner system accordingly.

Still further within figure (1), (12) represents the air pressureregulator that is used to reduce air pressure coming in from air on/offvalve (11) to a lower pressure usable by the re-burner system. Forexample, air from air pressure regulator (12) is variable by theproportional valve (13) depending on the requirements for more or lessheat needed for the re-burner system.

Further depicted in FIG. 1, (17) represents a fuel tank used for storageof the systems fuel. It is to be noted that air-atomizing nozzle (30)further includes an adaptor (20) and is used for support of airatomizing nozzle (30) and allows for connection to appropriate air andfuel lines. As can be further seen within FIG. 1, (24) represents adiesel engine exhaust passageway that is used to guide diesel engineexhaust around air-atomizing nozzle (30) and into the combustion chamber(27) thus heat is generated from combustion of the dispersed fuel andthe diesel engine exhaust is completely destroyed within the combustionchamber (27). Further depicted herein, (25) represents the engine speedfrom the engine and this voltage is proportional to the speed of theengine and is used to control the fuel into the combustion chamber byvarying the air through the air atomizing nozzle (30).

Further depicted herein, (26) represents exhaust input from the dieselengine. Whereby, exhaust from the engine is fed through this tube pastthe exhaust passage way (24) around the nozzle system and on into thecombustion chamber to be destroyed. Still further, the re-burner systemincludes a catalytic converter (29). Thus, when the engine is sped up itwill produce more Nox, Co and other pollutants than normal and thecatalytic converter will address and resolve such pollutants as requiredaccordingly. It is to be understood that before the pollution and/orcombustible gases enter the exhaust inlet, the engine speed sensor willindicate an increase in the engines RPM's, thus the voltage input to themicro-controller will be proportional to engine speed, respectively.

Referring now in detail to FIG. 4 wherein represented is an overview ofthe actual combustion chamber (27) of the present invention comprisingof an exterior housing (16), however it is only partially shown forclarity purposes. The exterior housing (16) is substantially cylindricalin shape and is made from a metal shell containing an insulated material(not shown) to contain heat and thereby improve system efficiency andeconomy. It is to be understood any type of suitable insulating materialof engineering choice may be used, as there are numerous typesavailable.

Exterior housing (16) is substantially internally partitioned viamultiple flow conditioner disks (31) so as to form a combustion chamber(32), and at least one reactor chamber (33) each of which are in opencommunication with each other via a centralized flow conditioner discopening (34) and each of the chambers (32 & 33) are arranged in sequencein-line. The turbulator disks (31) not only function as a partitionmeans but further cause turbulence to create dwell time or delay of thegases when passing from one chamber to the next. Whereby each of thechambers (32 & 33) are designed to retain the pollution and cause delaybefore allowing the pollution to proceed out to the next chamber or exitthe system. This delay or dwell time is very important as this providesfor more complete combustion and decomposition of the hydrocarbon fueland thus provides unusual results heretofore not taught.

Combustion chamber (27) includes an inlet duct (35) for receivingignited fuel and air mixture that is blown there through from a blower(not shown). The actual blower mechanism is not herein taught as manyvariations of suitable blowers exist, and such blower mechanisms arewell known within the field. However, the blower mechanism used toprovide fresh air is to be powered by a motor capable of providingenough fresh air to sustain the combustion process within the combustionchamber. Combustion chamber (27) further includes an outlet duct (36)for expelling the now pollution free gases for use in an environmentallyfriendly manner.

The actual process or method comprises the gaseous or atomized liquidfuel being injected into the combustion chamber (27) through the airfuel inlet duct (35) to produce intense heat. Exhaust from the dieselengine is input into the system via the diesel engine exhaust passageway(24). Wherein the combustion chamber (27) is used for heating the systemup to a temperature sufficient to burn any un-burnt hydrocarbon fuel.Whereby virtually all hydrocarbon fuel within the exhaust gases has beendigested or destroyed. The reactor chamber (31) is used for receivingthe superheated gases from the combustion chamber (32) and willeliminate all pollutant material within the gases being digested ordestroyed in the combustion chamber (32) as well as any un-burnt fueland is allowed to burn as hot as possible.

Referring now to FIG. 3, wherein the flow conditioners are exemplified.These are vane devices that are used to slow down, change direction andcause swirling of the gases inside of the combustion chamber. Theswirling of the gases will keep the exhaust gases inside of thecombustion chamber long enough to destroy all pollution compounds. It isbelieved the noted unusual results are mainly achieved due to theconstruction of the flow conditioners (34) that are positioned betweenthe chambers (32 & 33). As can be seen in FIG. 3, each of the flowconditioners (34) are significantly in the form of a circular disc (madefrom a high heat resistant material) which is of a shape and size to bevertically positioned within the housing (16) of the combustion chamber(27), thus forming the noted chambers between each of the flowconditioners (34).

It is to be understood each of the flow conditioners (34) can be fixedlyattached in place by any suitable attachment means of choice, such as bywelding or the like. Also, there are many variations for the actualconstruction of each of the flow conditioners, therefore the followingis only exemplary of one possible configuration and thus the inventionis not to be limited thereto.

For more descriptive clarification of the flow conditioners (34), Irefer now to FIG. 3. Wherein each of the flow conditioners (34), arefurther defined having multiple slits there through which when bentoutwardly form vanes (38), respectively, with each of the vanesdirecting airflow in a controlled angular manner outwardly there from.Each flow conditioner (34) includes multiple locating tabs (37) thereonthat allow the flow conditioner to be correctly orientated within thecombustion chamber housing and that is most advantageous.

As can further be seen within FIG. 3, flow conditioners (34) when formeddo not include any centralized opening which is important as this doesnot allow the gases to escape there through, rather the gases aresubstantially restricted and channeled which in turn provides increaseddwell time. This restriction can be accomplished in a number of ways,such as each flow conditioner may include multiple cross bars (39) thatfunction to deflect, condition and block the gases from escaping fromthe central area, respectively until proper dwell time has beenachieved. As previously noted, there are numerous embodiments for theactual construction of the complete flow conditioners (FIG. 3), wherebythe shape, size, angle of the vanes, etc., may be modified for variablefunctions and/or applications depending on engineering choice.

Whereby, it can now be seen that due to use of the flow conditioners(34) the system provides highly increased dwell and/or burn time andthis is the key or secret to total combustion. This is easilyaccomplished due to the variable angle of the vanes (38) on the flowconditioners that set the direction and velocity of the swirling gases.This allows the heated gases to be retained inside each chamber andelevated to a high temperature for a period of time instead of beingimmediately exhausted throughout the outlet duct (36). This process iscontinued until there is nothing left but purified gases, thus no C_(x)H_(x) fuels particulate matter, etc. Thereafter the heated gases areexpelled from within the housing via the outlet duct, respectively.

Once the pollution and/or hot gases are combusted, the now pollutionfree hot gases and/or air may be used for energy purposes in anenvironmentally friendly manner, such as for heating or the like ifdesired.

Therefore as can be seen in FIG. 4, when the pollution and ignitedair/fuel mixture is input into the combustion chamber (27) and allowedto expand and combust lots of heat is created, including caloric valuesfrom the actual pollution itself burning. It can now be seen that due tothe flow conditioners (34), the heated air, gases and pollution whentransferred from one chamber to another are forced into a spiralingmotion that in turn provides the unusual results. For example, when thehot polluted air, etc., is forced into the next chamber via the vanes ofthe flow conditioner, the noted spiraling motion thereof causes theheavier materials i.e. hydrocarbons, carbon and any other heavymolecules of the fuel therein to be directed to the outermost area ofthe associated compartment because of centrifugal force, respectively,and are retained in the outermost area until converted by combustion toa lighter substance, namely a gaseous form. Thereafter, once convertedinto a gaseous form it is then light enough to migrate back to thecenter area of the associated chamber and onto the next compartment viathe next flow conditioner or exit the chamber.

It can now be seen I have herein provided a re-burner system that is ofsimple construction, is environmentally friendly, economical to produceand manufacture, is extremely efficient and adaptable for numerous usesof choice.

Although the invention has been herein shown and described in what isconceived to be the most practical and preferred embodiment, it isrecognized that departures may be made there from within the scope andspirit of the invention, which is not to be limited to the detailsdisclosed herein but is to be accorded the full scope of thespecification so as to embrace any and all equivalent devices andapparatuses.

1. An engine exhaust re-burner system comprising: a systemmicro-controller; a thermo-coupler; a fuel on/off valve; an airatomizing nozzle; a system fuel igniter; a proportional air valve; acombustion chamber; a reactor chamber; an air on/off valve; a fuelnozzle adaptor; an air blower; a flame detector; a fuel pump; a fueltank; an overflow fuel tank; an engine speed sensor; an air pressureregulator; an exhaust input; and a catalytic converter; said systemmicro-controller being in electrical communication with saidthermo-coupler via an electrical lead, said system micro-controllerbeing in electrical communication with said fuel on/off valve via anelectrical lead, said system micro-controller being in electricalcommunication with said system fuel igniter via an electrical lead, saidsystem micro-controller being in electrical communication with saidproportional air valve via an electrical lead, said systemmicro-controller being in electrical communication with said air on/offvalve via an electrical lead, said system micro-controller being inelectrical communication with said air blower via an electrical lead,said system micro-controller being in electrical communication with saidflame detector via an electrical lead, said system micro-controllerbeing in electrical communication with said fuel pump via an electricallead, and said system micro-controller being in electrical communicationwith said engine speed sensor via an electrical lead.
 2. The engineexhaust re-burner system of claim 1 wherein said combustion chamber andsaid reactor chamber are formed within an exterior housing, saidcombustion chamber and said reactor chamber are arranged in sequencein-line, said combustion chamber and said reactor chamber being in opencommunication yet partitioned by a flow conditioner disc and saidexterior housing having an air fuel inlet duct and an outlet duct. 3.The engine exhaust re-burner system of claim 2 wherein said flowconditioner disc comprising; a circular disc made from a high heatresistant material, said circular disc being of a shape and size to bevertically positioned within said exterior housing and said circulardisc having multiple slits there through which when bent outwardly formvanes.
 4. The engine exhaust re-burner system of claim 3 wherein saidcircular disc further includes locating tabs thereon that allow saidcircular disc to be correctly orientated within said exterior housing.